公开(公告)号：US08744681B2

公开(公告)日：2014-06-03

申请号：US13579461

申请日：2010-02-17

Applicant: Yanqing Liu ,  Yuichi Mizuta ,  Motohiko Honma ,  Jin Hozumi ,  Masaaki Tabata

Inventor： Yanqing Liu ,  Yuichi Mizuta ,  Motohiko Honma ,  Jin Hozumi ,  Masaaki Tabata

IPC: B60G17/016

CPC classification number: B60G17/015 ,  B60G17/08 ,  B60G2400/102 ,  B60G2400/104 ,  B60G2400/106 ,  B60G2400/204 ,  B60G2400/25 ,  B60G2500/10 ,  B60G2800/01 ,  B60G2800/012 ,  B60G2800/014 ,  B60G2800/912

Abstract: Disclosed is a damping force control device for a vehicle that controls the damping coefficient of a damping force generation device on the basis of a final target control amount that is based on the target control amount for attitude control, which suppresses changes in the vehicle body attitude in at least the rolling direction, and the target control amount for riding comfort control, which increases riding comfort with regards to vehicle body vibrations in at least the rolling direction. The target control amount for riding comfort control is a control amount calculated as the total of a fixed basic control amount and a variable control amount. The target control amount and the variable control amount for attitude control are calculated, a post-correction basic control amount, which is nearer to the target control amount for attitude control than the basic control amount, is calculated, and the total of the post-correction basic control amount and the variable control amount is set as the final target control amount, thereby excellently achieving both the suppression of attitude changes and an increase in riding comfort.

Abstract translation: 公开了一种用于车辆的阻尼力控制装置，其基于基于用于姿态控制的目标控制量的最终目标控制量来控制阻尼力产生装置的阻尼系数，其抑制车体姿态的变化 至少在轧制方向上，以及用于乘坐舒适度控制的目标控制量，这增加了至少在轧制方向上关于车体振动的乘坐舒适性。 乘坐舒适控制的目标控制量是作为固定基本控制量和可变控制量的总和计算的控制量。 计算目标控制量和姿态控制的可变控制量，计算出比基本控制量更接近姿态控制的目标控制量的校正后基本控制量， 校正基本控制量和可变控制量被设定为最终目标控制量，从而极好地实现了姿态改变的抑制和乘坐舒适性的增加。

公开(公告)号：US08469370B2

公开(公告)日：2013-06-25

申请号：US13388805

申请日：2009-10-01

Applicant: Takuhiro Kondo ,  Mitsuhiko Hirose ,  Takayuki Tachi ,  Yasutaka Fukumoto ,  Motohiko Honma

Inventor： Takuhiro Kondo ,  Mitsuhiko Hirose ,  Takayuki Tachi ,  Yasutaka Fukumoto ,  Motohiko Honma

IPC: B60G17/04

CPC classification number: F16F9/16 ,  B60G17/0157 ,  B60G17/02 ,  B60G2202/32 ,  B60G2202/42 ,  B60G2204/418 ,  F16C29/04 ,  F16C33/32 ,  F16C33/40 ,  F16C2326/05 ,  F16F9/366 ,  F16F2232/04 ,  F16F2232/06

Abstract: A suspension device (S) of the present invention includes: a member (11) coupled to one of a vehicle body and a vehicle axle; an outer cylinder (3) coupled to the other one of the vehicle body and the vehicle axle and disposed at the outer circumference of the member (11); and a bearing (4) that is interposed between the member (11) and the outer cylinder (3), the bearing (4) having balls (4a) that rollably contact at least one of the member (11) and the outer cylinder (3), and a ball case (4b) that retains the balls (4a) rollably.

Abstract translation: 本发明的悬挂装置（S）包括：联接到车体和车轴中的一个的构件（11）; 设置在所述车体和所述车辆车轴中的另一个的外筒（3），并设置在所述构件（11）的外周; 以及插入在所述构件（11）和所述外筒（3）之间的轴承（4），所述轴承（4）具有可滚动地接触所述构件（11）和所述外筒（ 3）和保持滚珠（4a）可滚动的球壳（4b）。

公开(公告)号：US20120310479A1

公开(公告)日：2012-12-06

申请号：US13579461

申请日：2010-02-17

Applicant: Yanqing Liu ,  Yuichi Mizuta ,  Motohiko Honma ,  Jin Hozumi ,  Masaaki Tabata

Inventor： Yanqing Liu ,  Yuichi Mizuta ,  Motohiko Honma ,  Jin Hozumi ,  Masaaki Tabata

IPC: B60G17/015

CPC classification number: B60G17/015 ,  B60G17/08 ,  B60G2400/102 ,  B60G2400/104 ,  B60G2400/106 ,  B60G2400/204 ,  B60G2400/25 ,  B60G2500/10 ,  B60G2800/01 ,  B60G2800/012 ,  B60G2800/014 ,  B60G2800/912

Abstract: Disclosed is a damping force control device for a vehicle that controls the damping coefficient of a damping force generation device on the basis of a final target control amount that is based on the target control amount for attitude control, which suppresses changes in the vehicle body attitude in at least the rolling direction, and the target control amount for riding comfort control, which increases riding comfort with regards to vehicle body vibrations in at least the rolling direction. The target control amount for riding comfort control is a control amount calculated as the total of a fixed basic control amount and a variable control amount. The target control amount and the variable control amount for attitude control are calculated, a post-correction basic control amount, which is nearer to the target control amount for attitude control than the basic control amount, is calculated, and the total of the post-correction basic control amount and the variable control amount is set as the final target control amount, thereby excellently achieving both the suppression of attitude changes and an increase in riding comfort.

Abstract translation: 公开了一种用于车辆的阻尼力控制装置，其基于基于用于姿态控制的目标控制量的最终目标控制量来控制阻尼力产生装置的阻尼系数，其抑制车体姿态的变化 至少在轧制方向上，以及用于乘坐舒适度控制的目标控制量，这增加了至少在轧制方向上关于车体振动的乘坐舒适性。 乘坐舒适控制的目标控制量是作为固定基本控制量和可变控制量的总和计算的控制量。 计算目标控制量和姿态控制的可变控制量，计算出比基本控制量更接近姿态控制的目标控制量的校正后基本控制量， 校正基本控制量和可变控制量被设定为最终目标控制量，从而极好地实现了姿态改变的抑制和乘坐舒适性的增加。

公开(公告)号：US08285449B2

公开(公告)日：2012-10-09

申请号：US12593991

申请日：2009-01-05

Applicant: Ikuhide Iyoda ,  Motohiko Honma

Inventor： Ikuhide Iyoda ,  Motohiko Honma

IPC: B60G17/00

CPC classification number: B60G17/0162 ,  B60G17/0165 ,  B60G17/08 ,  B60G2400/0511 ,  B60G2400/0512 ,  B60G2400/0523 ,  B60G2400/102 ,  B60G2400/104 ,  B60G2400/252 ,  B60G2400/41 ,  B60G2400/91 ,  B60G2500/104 ,  B60G2600/184 ,  B60G2800/012 ,  B60G2800/014 ,  B60G2800/162 ,  B60G2800/164 ,  B60G2800/24 ,  B60G2800/91

Abstract: A suspension ECU computes an actual roll angle and an actual pitch angle of a vehicle, and computes a difference between a target pitch angle and the actual pitch angle. The ECU then computes a total demanded damping force which must be cooperatively generated by shock absorbers so as to decrease the computed difference to zero, and distributes the total demanded damping force in proportion to the magnitude of a lateral acceleration such that a demanded damping force on the turn-locus inner side becomes greater than a demanded damping force on the turn-locus outer side. Further, the ECU determines whether or not the vehicle body is vibrating in the vertical direction as a result of input of a road surface disturbance, calculates a vibration-suppressing damping force needed for damping the vibration, and determines the demanded damping forces by use of the vibration-suppressing damping force.

Abstract translation: 悬架ECU计算车辆的实际侧倾角和实际俯仰角，并计算目标俯仰角与实际俯仰角之间的差。 ECU然后计算总需求的阻尼力，其必须由减震器协同地产生，以便将计算的差减小到零，并且将总需求的阻尼力与横向加速度的大小成比例地分布，使得所需的阻尼力 转向轨迹内侧变得大于转向轨迹外侧所要求的阻尼力。 此外，ECU由于路面干扰的输入而判断车体是否在垂直方向上振动，计算出阻尼振动所需的减振阻尼力，并且通过使用 振动抑制阻尼力。

公开(公告)号：US20060119064A1

公开(公告)日：2006-06-08

申请号：US11281564

申请日：2005-11-18

Applicant: Kazuyuki Mizuno ,  Masaki Kanatani ,  Hidenori Kajino ,  Motohiko Honma

Inventor： Kazuyuki Mizuno ,  Masaki Kanatani ,  Hidenori Kajino ,  Motohiko Honma

IPC: B60G11/27

CPC classification number: B60G17/056 ,  B60G21/06 ,  B60G21/10 ,  B60G2202/154 ,  B60G2204/81 ,  B60G2204/8304 ,  B60G2204/8306

Abstract: A vehicle suspension system for a vehicle, including: (a) a plurality of suspension cylinders each disposed between a chassis-side member and a corresponding one of a plurality of wheel-side members; (b) a controller cylinder including a housing and at least one piston slidably mounted in the housing, such that the housing and the at least one piston cooperate to define a plurality of chambers each having a volume that is variable upon slide movement of the at least one piston relative to the housing; (c) individual conduits each communicating a corresponding one of the plurality of chambers of the controller cylinder and a chamber of a corresponding one of the plurality of suspension cylinders; and (d) a suspension-cylinder operation facilitator operable to facilitate an operation of each of the plurality of suspension cylinders for permitting displacement of each of the plurality of wheel-side members relative to the chassis-side member after the at least one piston of the controller cylinder has reached its stroke end.

Abstract translation: 一种用于车辆的车辆悬架系统，包括：（a）多个悬架缸，每个悬架缸设置在机架侧构件和多个车轮侧构件中相应的一个之间; （b）控制器缸，包括壳体和至少一个可滑动地安装在所述壳体中的活塞，使得所述壳体和所述至少一个活塞协作以限定多个室，每个室具有在所述室的滑动运动时可变的体积 相对于壳体的至少一个活塞; （c）单独的导管，每个导管连通控制器气缸的多个腔室中的相应一个腔室和多个悬架气缸中对应的一个腔室; 和（d）悬架液压缸操作辅助器，其可操作以便于所述多个悬架气缸中的每一个的操作，以允许所述多个轮侧构件中的每一个相对于所述底盘侧构件在所述至少一个活塞 控制器气缸已经到达其行程端。

公开(公告)号：US08641052B2

公开(公告)日：2014-02-04

申请号：US13383063

申请日：2009-10-27

Applicant: Takuhiro Kondo ,  Yoshifumi Kobayashi ,  Motohiko Honma ,  Takayuki Tachi

Inventor： Takuhiro Kondo ,  Yoshifumi Kobayashi ,  Motohiko Honma ,  Takayuki Tachi

IPC: B60G17/00

CPC classification number: B60G17/0157 ,  B60G11/58 ,  B60G13/14 ,  B60G17/021 ,  B60G17/08 ,  B60G2202/32 ,  B60G2202/42 ,  B60G2202/44 ,  B60G2204/419 ,  B60G2206/41 ,  B60G2300/60

Abstract: A suspension device (S) as a solution for the problem of the present invention includes: an active suspension unit (U) equipped with a linear actuator (A) and a first fluid pressure damper (D1) connected to the actuator (A) to extend and retract in the same direction; and a second fluid pressure damper (D2) arranged in parallel with the active suspension unit (U).

Abstract translation: 作为本发明的问题的解决方案的悬挂装置（S）包括：主动式悬挂单元（U），其配备有线性致动器（A）和与致动器（A）连接的第一流体压力减震器（D1） 沿相同方向延伸和缩回; 以及与主动悬架单元（U）平行设置的第二流体压力调节器（D2）。

公开(公告)号：US20120187640A1

公开(公告)日：2012-07-26

申请号：US13383063

申请日：2009-10-27

Applicant: Takuhiro Kondo ,  Yoshifumi Kobayashi ,  Motohiko Honma ,  Takayuki Tachi

Inventor： Takuhiro Kondo ,  Yoshifumi Kobayashi ,  Motohiko Honma ,  Takayuki Tachi

IPC: B60G17/00 ,  B60G15/12 ,  B60G13/06

CPC classification number: B60G17/0157 ,  B60G11/58 ,  B60G13/14 ,  B60G17/021 ,  B60G17/08 ,  B60G2202/32 ,  B60G2202/42 ,  B60G2202/44 ,  B60G2204/419 ,  B60G2206/41 ,  B60G2300/60

Abstract: A suspension device (S) as a solution for the problem of the present invention includes: an active suspension unit (U) equipped with a linear actuator (A) and a first fluid pressure damper (D1) connected to the actuator (A) to extend and retract in the same direction; and a second fluid pressure damper (D2) arranged in parallel with the active suspension unit (U).

Abstract translation: 作为本发明的问题的解决方案的悬挂装置（S）包括：主动式悬挂单元（U），其配备有线性致动器（A）和与致动器（A）连接的第一流体压力减震器（D1） 沿相同方向延伸和缩回; 以及与主动悬架单元（U）平行设置的第二流体压力调节器（D2）。

公开(公告)号：US20120181767A1

公开(公告)日：2012-07-19

申请号：US13388805

申请日：2009-10-01

Applicant: Takuhiro Kondo ,  Mitsuhiko Hirose ,  Takayuki Tachi ,  Yasutaka Fukumoto ,  Motohiko Honma

Inventor： Takuhiro Kondo ,  Mitsuhiko Hirose ,  Takayuki Tachi ,  Yasutaka Fukumoto ,  Motohiko Honma

IPC: B60G11/30 ,  F16C19/04

CPC classification number: F16F9/16 ,  B60G17/0157 ,  B60G17/02 ,  B60G2202/32 ,  B60G2202/42 ,  B60G2204/418 ,  F16C29/04 ,  F16C33/32 ,  F16C33/40 ,  F16C2326/05 ,  F16F9/366 ,  F16F2232/04 ,  F16F2232/06

Abstract: A suspension device (S) of the present invention includes: a member (11) coupled to one of a vehicle body and a vehicle axle; an outer cylinder (3) coupled to the other one of the vehicle body and the vehicle axle and disposed at the outer circumference of the member (11); and a bearing (4) that is interposed between the member (11) and the outer cylinder (3), the bearing (4) having balls (4a) that rollably contact at least one of the member (11) and the outer cylinder (3), and a ball case (4b) that retains the balls (4a) rollably.

Abstract translation: 本发明的悬挂装置（S）包括：联接到车体和车轴中的一个的构件（11）; 设置在所述车体和所述车辆车轴中的另一个的外筒（3），并设置在所述构件（11）的外周; 以及插入在所述构件（11）和所述外筒（3）之间的轴承（4），所述轴承（4）具有可滚动地接触所述构件（11）和所述外筒（ 3）和保持滚珠（4a）可滚动的球壳（4b）。

公开(公告)号：US20110029198A1

公开(公告)日：2011-02-03

申请号：US12921174

申请日：2009-02-10

Applicant: Yuichi Mizuta ,  Motohiko Honma ,  Wataru Tanaka

Inventor： Yuichi Mizuta ,  Motohiko Honma ,  Wataru Tanaka

IPC: B60G17/016

CPC classification number: B60G17/06 ,  B60G2400/0511 ,  B60G2400/0512 ,  B60G2400/104 ,  B60G2500/10

Abstract: A suspension ECU 13 calculates a target characteristic changing coefficient a_new for changing a target characteristic, which is represented by a quadratic function, by use of the maximum actual roll angle Φ_max generated in a vehicle body during the current turning state and a turning pitch angle Θ_fy_max which is a fraction of an actual pitch angle Θ generated as a result of turning, and changes the target characteristic by use of the coefficient a_new. Subsequently, the suspension ECU 13 calculates the difference ΔΘ between the actual pitch angle Θ and a target pitch angle Θh corresponding to the actual roll angle Φ on the basis of the changed target characteristic, and calculates a total demanded damping force F to be cooperatively generated by the shock absorbers so as to reduce the difference ΔΘ to zero. Furthermore, in proportion to the magnitude of a lateral acceleration Gl, the suspension ECU 13 distributes the total demanded damping force F into a demanded damping force Fi on the turning-locus inner side and a demanded damping force Fo on the turning-locus outer side.

Abstract translation: 悬架ECU13通过使用在当前转弯状态下在车体中产生的最大实际侧倾角Φ_max和转弯俯仰角Θ_fy_max来计算用于改变由二次函数表示的目标特性的目标特性变化系数a_new 其是作为转动的结果产生的实际俯仰角θ的一部分，并且通过使用系数a_new来改变目标特性。 随后，悬架ECU13基于改变的目标特性来计算与实际侧倾角Φ对应的实际俯仰角θ与目标俯仰角Θh之间的差DgrΘ，并将总要求阻尼力F计算为 由减震器共同产生，以将差值Dgr;Θ减小到零。 此外，与横向加速度G1的大小成比例，悬架ECU13将总要求阻尼力F分配到转向轨迹内侧上的要求阻尼力F F和转向轨迹外侧的要求阻尼力Fo 。

公开(公告)号：US07546911B2

公开(公告)日：2009-06-16

申请号：US11211753

申请日：2005-08-26

Applicant: Motohiko Honma

Inventor： Motohiko Honma

IPC: F16F9/00

CPC classification number: B60G17/0432 ,  B60G2400/10 ,  B60G2400/51222 ,  B60G2500/2064

Abstract: A suspension apparatus for use in a vehicle including a first liquid passage; a first connection portion; a first accumulator which is connected to the hydraulic suspension device via the first connection portion and the first liquid passage; a second liquid passage; a second connection portion; a second accumulator which is connected to the first liquid passage via the second connection portion and the second liquid passage; and a liquid-flow control device which controls a flow of a hydraulic liquid between the hydraulic suspension device and at least one of the first and second accumulators, wherein the first liquid passage and the first connection portion allow the hydraulic liquid to more easily flow therethrough into the first accumulator than the second liquid passage and the second connection portion allow the hydraulic liquid to flow therethrough into the second accumulator.

Abstract translation: 一种用于车辆的悬挂装置，包括第一液体通道; 第一连接部分; 第一蓄能器，其经由所述第一连接部和所述第一液体通道连接到所述液压悬挂装置; 第二液体通道; 第二连接部分; 第二蓄液器，其经由所述第二连接部和所述第二液体通道连接到所述第一液体通道; 以及液压控制装置，其控制所述液压悬挂装置与所述第一和第二蓄能器中的至少一个之间的液压流体的流动，其中所述第一液体通道和所述第一连接部分允许所述液压液体更容易流过其中 比第二液体通道进入第一蓄液器，而第二连接部分允许液压液体流过第二蓄液器。